Air-brake for railroad-trains.



E..D. FINLEY.

AIR BRAKFOR RAILROAD TRAINS.

APPLICATION FILED Nov. 6. 19W.

1 ,276,049. Patented Aug. 20, 1918.

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mxiTED sTATEs PATENT oEEioE.

ERNEST D. FINLY, F LOISIANA, MISSO'RI, ASSIGNOR'OF ONE-'HALF TO FRANK W.

AIR-BRAKE FOR RAILROAD-TRAINS.

i Tov all whom t may concern:

'Be it known that l, ERNEST D. FiNLEY, a citizen of the United States, residing at Louisiana, Missouri, have invented a certain new and useful Improvement inAir-Brakes f of which the following for Railroad-Trains,

f, is a full, clear, and exact description, such as will enable others skilled in the art `to which it appertains to make ,and use the same.

and is an improvement on pending applicaserial railroad trains, the device described in my tion for air brakes for railroad trains, No. 186,708, tiled August 17, 1917.

One object of my present invention isv to provide a compact device of novel construction that can be easily applied to an Vair brake system for eecting the discharge of air from the brake cylinder case the triplev valve fails to operate when the pressure in the train pipe is increased to matic view, illustrating an yed that it can be adjusted easily release the brakes.

Another object is v the purpose described which is so constructto adapt it lto varying pressures in the train pipe and to compensate for a variation in the spring that seats the` exhaust valve of the device. Other objects and desirable features of my invention will be hereinafter described.

Figure 1 of the drawings isa diagramairbrake system for railroad trains equipped with a device constructed in vaccordance -with my invention; and

' Fig. E2. is a longitudinalv `sectional view of M 'j my improved device. l In the air brake system described in my application for patent previously referred toa valve separate and distinct from the usual triple valve is provided for governing the exhaust of lair from the brake cylinder,

said exhaust valve being controlled lby ther said exhaust valve moves automatically into Specification of Letters Patent.

Application filed November 6, 1917. Serial No. 200,491.

`operating piston for same,

This invention relates to air brakes forA I trate the preferred form of of thek system in to provide a device for under certain conditions,

L grade.

kcomprises a body portion is composed of Aintermediate section a head piece 6 preferablyk formed by a that is screwed into said intermediate sec- Patented Aug. 20, 1918.

its open position, and thus permits air to escape from the brake cylinder, even though the triple valve sticks or fails to operate. My present invention consists of a self-contained device that can be 'easily attached to the air brake system 'with which it is used andy which comprises an exhaust valve, an and a supporting element for both of said parts provided with a cylinder for the piston and an adjustable valve casing of novel design for the exhaust valve. y

Referring to the drawings which illusmy invention, A designates a brake cylinder, B an auxiliary air tank, C atriple valve which causes air to pass from the air tank B into the brake cylinder and thus voperate the brakes whenever the pressure in the train pipe D is reduced under ordinary operating conditions and yalso causes air to escape fromsaid cylinder whenever the pressure in the train pipe is increased, said system also preferably comprising apressure retaining valve E that is adapted to be'operated by the brakeman so as `to retain sufficient pressure in the brake cylinder to hold the brakes partially set as, for example, when the train is traveling down a long The elements above referred to are of well known construction and form no part of my present invention.

My invention consists in a device of the construction illustrated' in Fig. '2, which F, an exhaust valve 1 and an operating piston 2 combined to form aV single unit that can be easily connected to a pipe 3 that leads to one end of thef brake cylinder A and a pipe t which leads to the train pipe D. The body portion F is preferably of cylindrical form and' an intermediate section a that is lined with a bushing 5 of brass or other suitable material 4which serves as a cylinder for the piston 2, one end of said being closed by a plug tion, and the opposite end of said intermediate sectionk a being closed by a head piece 7 `that isde'tachably connected to same by a 'coupling or sleeve 8 which is screwed onto the head piece 7 and onto the adjacent end ofthe intermediate section a. The exhaust valve 1 is permanently connected with the piston 2 so that it Will move in unison With same and is preferably formed by the 'end portion of the stem 1a of said piston, which stem is provided with an annular groove 9. Said exhaust valve 1 is reciprocatinglymounted in a valve casing 10 formed by a tubular-shaped device, constructed of brass or other suitable material, thatis adjuzstably mounted in the head piece 6, said valve c asing 10 having an orfice 10Va that alines with a transversely-disposed air duct 1.1 inl the head piece 6. The pipe 3 previously referred to that leads to the brake cylinder A is tapped into the head piece 6 at such a `point that it communicates with the. air duct 11, and the opposite end of said air duct 11 is either in direct communication With the atmosphere or in communication with an exhaust pipe. 12 formed by a lateral extension on the usual exhaust pipe 1,2; of the system that is combined with the. triple valve U andy the pressure retaining valve E. The pipe 4 previously referred to that leads to thel train pipe D is screwed into thehead piece 7 at the opposite end of the body portion of the device, and in the torni. of my invention herein shown aA partition member 13 is arranged between the head piece? and the intermediate section a of the bod-y portion of the device and provided with a. plurality of orifices 13, said member 13V being screwed into the coupling 8. It desired, one or more screens 14 can be clamped' between the partition member 1-3 andthe parts arranged on opposite sides of said: partition member, and a stop 155 can be mounted on the partition member-13 so asv tovlim-it the movement of the piston 2 in. one direction. A coiled, compression spring 16 that is arranged inside of the cylinder 5 between the piston 2 and head piece 6` constantly exerts pressure on said pist-on and tends to move it to the right, looking at Fig.W 2, and the tension of said spring is such that when the train is ruiming along with the brakes released, the pressure in the train pipe D will hold the piston 2 in such a position that the l annular groove 9 in the exhaust valve 1 Will register with the air port- 10a in. the valve casing 10, and thus establish communication between the interior of the brake cylinder A andy the atmosphere or between the interior ofthe brake cylinder andthe exhaust pipe 12, in case the device is installed in the manner illustrated in Fig. 1.

- Then the pressure in the train pipe4 D is reduced to; set the brakes, the piston 2 will move to the right, looking at Fig. 2, under the influence of-k the spring 16, thereby closing the exhaust valve 1 and'cutting oft communication between the interiorof the brake cylinder and the atmosphereorthe exhaust pipe 12. An air vent 21-fis preferably arranged in the' cylinder` 5 so Aas to permit quick action of the piston 2. When the is, mounted.

pressure in the train pipe is thereafter increased to, release they brakes, the pressure in the train pipe acting on the face of the piston 2, will move said piston to the left far enough to cause the annular groove 9 in the valve 1 to register With the air port 10, thus permitting the air to, escape from the brake cylinder, even though the triple valve C sticks or fails to operate. If desired, a disk 19. having. small orifice. 20 therein, may be inserted iii the pipe 3 to restrict the passage of ther` exhaust air kktherethrough,y In order that thedevice may7 be adjusted or adapted` to. varying pressuresj iii. thetreiii, pipe else-te eenelpeneate. for variations in. the tension of tliespring 16 thet nieves. the. Pieten. 2: in enedireete, I have mounted the valve casing 10 in such a manner that it can be adjusted longitudif nally of the head pieee so, as to, chagi'g'ethe Peeitien of the ein port. 1.0i' with. 'relation to, the Stroke 0f the. pieten Zaad the exhaust valve 1 that is combined withl the stem of said piston. It is immaterial, s offar asy my'y broad idea is concerned,Y how this adjusting of the val-ve casing is eiected, but Iprefer to provide said valve casing yvith an externally eeltewfihreeded. porties.. that ee .er- A ates with internal threads in the. borel 0i the,

heed piece. 6. iiifwhiehl the valve .eeillglo B3.v turning the 'valve' easing 10 in one direction, the ail? PQlt. 10 yin said valMG, Casingy Will bee-carried xartherwto the rishtleekins et Fia` 2,.thiie Causing the ein to escape freni. ihebifelie eyliiider. when the Pieten 2. is meiedf. te; the. left. e. Comp etetively short distance. and by turningeeiid valve casing 10 in the opposite direct'ion,theI air Port. l0? will meV-.ed te theleft. thus; iiefV cessitatliig e gneaieif-nieyement efthepieten te the left. betere the. :1.1.1.1.11i1ei.groeit-1lv 9 in the exhaustvalveiivill registeljfuiith said air. dilet- Int other Weide, by tuimingthe valve casing-.10 in. ene/.dieeetieii, er the. Often. the position of the air port lOwith relation to the Stroke.C itl1.e,pieten. end. the eX- haust valve 1 that is combined; vvitl'l same een. be veied., thee. enab1i-.1igihe-deviiee te be eeeuitetely vregula.ted.- The eeeiilgr l0 ie provided @tite eaten-end with heed or finger pieeel-O?y S0. as t0Y feeilitete theedjuStmento-tsanie, and; a: setuscrew or` other suitable device 17 is.L provided; fonlocking said.; valve casing. in adj-usted position. Ify desired, a cap 1,8V can be mounted on the head piece 6st. as ,toI preteetthe edjueteble valve casing. lO. andzipreventit from being tamperedA with.

A device of the construction above de?. scribedy can. be. easily installed, owing-to, the

`fact that it consists of a. single4 unit4 that ipe. :Il pressure retaining valve, the air from the brake cylinder can be alloWed to exhaust into the atmosphere, and if the system is provided with a pressure retaining valve, as herein shovvn, the usual exhaust pipe 12 can be connected by means of a branch with the air duct 11 in the body portion of the device. The device is of such simple construction that it can be manufactured at a low cost, it is positive in its operation, owing to the fact that the exhaust valve is permanently combined With the piston that governs the operation of same, and as previously stated, the device is so constructed that it can be adjusted easily either to adapt it to varying pressures in the train pipe or to compensate for variations in the spring that eii'ects the movement of the exhaust valve in one direction.

Having thus described my invention, what I claim and desire to secure by Letters Patent is:

l. An attachment for air brake systems for railroad trains, comprising a reciprocating exhaust valve separate and distinct from the usual triple valve that moves automatically into a position to permit the air to escape from the brake cylinder When the pressure in the train pipe is increased to release the brakes, and a valve casing for said valve provided with a discharge orifice, said valve casing being so constructed that it can be adjusted so as to vary the position of said discharge orifice With relation to the stroke of said valve.

2. An attachment for air brake systems for railroad trains, comprising an exhaust valve separate and distinct from the usual triple valve for governing the escape of air 'from the brake cylinder, said valve comprising a reciprocating element provided With a groove or cut-out portion, and a valve casing that receives said element and which is provided With a discharge orifice With Which the groove, or cut-out portion in the valve registers when the valve is opened, said valve casing being so mounted that it can be adjusted relatively to the stroke of said valve.

3. An attachment for air brake systems for railroad trains, comprising a reciprocating exhaust valve separate and distinct from the usual triple valve of the system for permitting air to escape from the brake cylinder under certain conditions, said valve having an air discharge passage in same, and a valve casing in Which said valve is reciprocatingly mounted, said valve casing having an air discharge port, and a part in Which said valve casing is adjustably mounted.

4. An attachment for air brake systems for railroad trains, comprising a device having a body portion that is provided With 1f the system is not provided withv a cylinder, and a tubular valve casing, said cylinder being adapted to be connected with the train pipe of the system and said valve casing being` adapted to be connected With the brake cylinder, an exhaust valve reciprocatingly mounted in said valve casing, and a piston mounted in said cylinder and connected to said valve in such a manner that the valve moves in unison With the piston.

5. An attachment for air brake systemsV for railroad trains, comprising a device having a body portion that is provided With a cylinder and a tubular valve casing, said cylinder being adapted to be connected With the train pipe of the system and said valve casing being adapted to be connected With the brake cylinder, an exhaust valve reciprocatingly mounted in said valve casing, a piston mounted in said cylinder and connected to said valve in such a manner that the valve moves in unison with the piston, and means for enabling said valve casing to be adjusted with relation to the stroke oit' said piston.

6. An attachment for air brake systems for railroad trains, comprising a device having a body portion that is provided with a cylinder and With a tubular valve casing, a connection betvveen one end of said cylinder and the train pipe of the system, a connection between said valve casing and the brake cylinder of the system, a piston in said cylinder provided With a stem constructed in such a manner that it forms a valve Which reciprocates in said valve casing, a spring that exerts pressure on said piston i opposition to the pressure in the train pipe, and means for enabling said valve casing to be adjusted so as to compensate for variations in the pressure in the train pipe or variations in the tension of said spring.

7. An attachment for air brake systems for railroad trains, comprising a device having a body portion composed of a tubular member that serves as a cylinder, a head piece in one end of said tubular member, a valve casing adjustably mounted in said head piece, a piston reciprocatingly mounted in said cylinder, a valve reciprocatingly mounted in said valve casing and connected to said piston, an air port in said valve casing that communicates with an air duct in said head piece, and means for enabling said valve casing to be adjusted relatively to the stroke of said piston.

8. An attachment for air brake systems for railroad trains, comprising a device having a body portion formed by a tubularshaped member that serves as a cylinder, a head piece that closes one end of said cylinder, a spring actuatedpiston arranged in said cylinder, a tubular valve casing adjustably mounted in said head piece and provided with an air port, an air duct in said head piece that communicates With said port and With a pipe that leads to the brake cylinder of the system, an exhaust valve reciprocatingly mounted in said valve casing and connected to said piston, and a connection between one end of said cylinder and the train pipe of the system so as to' cause the pressure in the train pipe to be exerted on said piston.

9. An attachment for air brake systems for railroad trains, comprising a device having a body portion formed by a tubular member that serves as a cylinder, a head piece that closes one end of said member, a closure for the opposite end of said member, a pipe leading from said closure, to the train pipe of the system, a spring actuated pis ton reciprocatingly mounted in said cylinder, an air reducing element arranged in said cylinder between the piston and the supply of air in the train pipe, and an exhaust valve connected to said piston for permitting air to escape from the brake cylinder when the pressure in the train pipe is increased to release the brakes.

l0. An attachment for air brake systems for railroad trains, comprising a device having a body portion formed by a tubular member that serves as a cylinder, a head piece that closes one end of said member, a closure for the opposite end of said member, a pipe leading from said closure to the train pipe of the system, a yspring actuated piston rcciprocatingly mounted in said cylinder, an air reducing element arranged in said cylinder between theV piston and the supply of air in the train pipe, a stop on said element that limits the movement of the piston in one direction, a reciprocatingexhaust valve conx nected to said piston, a casing for said exhaust valve adjustably mounted in said head piece and provided with an air port, and an air duct in said head piece that communicates with said port and With a pipe that leads to the brake cylinder of the system.

ERNEST D.' FINLEY.

Copies of this patent may be obtained for five cents eachJ by addressing the Commissioner of Patents,

Washington, D'. Gl i 

